coast

Sometimes, the best place you can go is a dead end. Especially when that dead end is surrounded by crashing surf on empty beaches, dramatic cliffs and lonely trails through forests thick with redwoods.

That’s the situation along Big Sur’s South Coast right now.

A chunk of the cliff-clinging highway has been closed for a series of landslide repairs since January 2023, making the classic, coast-hugging, 98-mile San Simeon-Big Sur-Carmel drive impossible. Caltrans has said it aims to reopen the route by the end of March 2026, if weather permits.

That means the 44-mile stretch from San Simeon to Lucia will likely be lonely for at least six more months. Travelers from the near north (Carmel, for instance) will need to detour inland on U.S. 101. Meanwhile, many Canadian travelers (usually eager explorers of California) are boycotting the U.S. altogether over President Trump’s tariff policies and quips about taking over their country.

And so, for those of us in Southern California, the coming months are a chance to drive, hike or cycle in near solitude among tall trees, steep slopes and sea stacks. The weather is cooler and wetter. But over the three October days I spent up there, the highway was quieter than I’ve seen in 40-plus years of driving the coast.

Moreover, those who make the trip will be supporting embattled local businesses, which remain open, some with reduced prices. Fall rates at the Ragged Point Inn, 15 miles north of Hearst Castle, for example, start at about $149 nightly — $100 less than when the road was open.

“It’s kind of perfect,” said Claudia Tyler of Santa Barbara, on her way from Salmon Creek Falls to two nights of camping at Plaskett Creek in Los Padres National Forest.

“I am sorry for the businesses…,” Tyler said, “but it’s good for the traveler.”

Further north, David Sirgany, 64, of Morro Bay, was getting ready to surf at Sand Dollar Beach, thinking about coastal erosion, climate change and this moment in history.

“To me,” he said, “it feels like the end of a time that will never be again.”

The Ragged Point Inn stands at the southern end of Big Sur.

The closed area, known as Regent’s Slide, begins about 26 miles north of Ragged Point, toward the south end of Big Sur, and covers 6.8 miles. Thus, you’d need to detour inland via U.S. 101 to reach most of Big Sur’s best-known attractions, including the Bixby Creek Bridge, Pfeiffer Beach, Nepenthe restaurant, Deetjen’s Big Sur Inn, McWay Falls and Esalen Institute.

But there’s plenty to explore on the stretch from San Simeon north to the roadblock at Lucia (milepost 25.3). Just be careful of the $8.79-per-gallon gas at the Gorda Springs Resort. (At $6.99, the Ragged Point gas station isn’t quite so high.)

San Simeon Bay Pier at William Randolph Hearst Memorial Beach.

Here, from south to north, are several spots to explore from San Simeon to Lucia. Be sure to double-check the weather and highway status before you head out.

See Hearst’s castle. Or just one of his zebras.

I’ve been hoping to see some of the Hearst zebras in the hills of San Simeon for years, and this time I finally did — a single zebra, surrounded by cows in a pasture beneath distant Hearst Castle.

That was enough to make my brief stop at the castle visitor center (which has a restaurant, historical displays and shop) well worth it. Other travelers, however, might want to actually take a tour ($35 per adult and up) of the 165-room Hearst compound (which is officially known as Hearst San Simeon State Historical Monument).

The state park system’s visitor tallies from June through August show that 2025 was slightly slower than 2024, which was slightly slower than 2023.

Perhaps with that in mind, the castle last fall added “Art Under the Moonlight” tours, which continue this autumn on select Friday and Saturday nights through Nov. 16. The castle also decorates for the holidays.

If you’re spending the night, the Cavalier Oceanfront Resort has 90 rooms (for as little as $169) and firepits overlooking the sea.

A zebra, part of the Hearst Castle animal collection, is seen from the visitor center off Highway 1 in San Simeon.

San Simeon Bay Pier or hike San Simeon Point Trail

My southernmost hike was at the San Simeon Bay Pier. From the parking lot there, walk north on the beach and follow a path up into a eucalyptus grove. That puts you on the 2.5-mile round-trip San Simeon Point Trail (owned by Hearst Corp. but open to the public.)

At first, the route is uneventful and surrounded by imported eucalyptus (now being thinned) and pines. But there’s a payoff waiting at the point, where tides lap on a little sand beach, waves crash on dramatic black rocks and pelicans perch on sea stacks. Look back and you see the beach, the pier and the hills of the central coast sprawling beyond them.

Then, if you’re as hungry as I was, you rapidly retrace steps and head to the Seaside Foods deli counter in Sebastian’s General Store, a block from the pier. (I recommend the Coastal Cowboy tri-tip sandwich, $21. But you could also take your meal across the street to the Hearst Ranch Winery tasting room.)

Find the Piedras Blancas elephant seal viewing area, then go beyond it

California’s coast is a catalog of uncertainties, from rising tides and crumbling cliffs to private landowners discouraging public access. But we can count on the elephant seals of Piedras Blancas.

Elephant seals gather at Piedras Blancas, north of San Simeon.

Once you pull off Highway 1 into the observation area parking lot, no matter the time of year, you’re likely to see at least a few hulking sea creatures flopped on the sand and skirmishing for position.

Because it’s a great spectacle and it’s free, there are usually dozens of spectators along the shore. But most of those spectactors don’t bother to follow the boardwalk north and continue on the Boucher Trail, a 1.9-mile path along the bluff tops and across a meadow, leading to striking views of sea stacks and Piedras Blancas Light Station.

Along Boucher Trail, just north of the elephant seal viewing area at Piedras Blancas.

(BTW: Visitors need an advance reservation to tour the Piedras Blancas Light Station. At press time, all tours were canceled because of the federal government shutdown.)

At Ragged Point, that Big Sur vibe kicks in

About 10 miles beyond the elephant seals, the raw, horizontal coastal landscape morphs into a more vertical scene and the highway begins to climb and twist.

Right about here, just after San Carpoforo Creek, is where you find the Ragged Point Inn, a handy place to stop for an hour or an evening. It has 39 rooms, flat space for kids to run around, cliff-top views, a restaurant, gift shop, gas station and a snack bar that’s been closed since the highway has been blocked.

Right now, this stretch of the highway “is a great place to cycle,” said Diane Ramey, whose family owns the inn. “I wouldn’t do it at a normal time. But now the roads are uncrowded enough.”

To recover from the “frightening” drop in business when the road first closed, the inn has put more emphasis on Sunday brunch, the gift shop and live music on summer weekends, Ramey said.

At Salmon Creek Falls, roaring water meets tumbled rocks

At the Salmon Falls trailhead, 3.6 miles north of Ragged Point, there’s room for about 10 cars in the parking area on the shoulder of the highway.

When the highway is open, those spots are often all full. Not now. And it’s only about 0.3 of a mile to the base of the 120-foot falls, where there’s plenty of shade for the weary and boulder-scrambling for those who are bold. In the hour I spent scrambling and resting, I encountered just two couples and one family, all enjoying the uncrowded scene.

If you want a longer, more challenging hike, the falls trailhead also leads to the Salmon Creek Trail, a 6.6-mile out-and-back journey through pines, oaks and laurels that includes — gulp — 1,896 feet of elevation gain.

The yurts and quirks of Treebones Resort

Treebones, about 14 miles north of Ragged Point and 2 miles north of the rustic, sleepy Gorda Springs Resort, is an exercise in style and sustainability, producing its own power and drawing water from its own aquifer.

Treebones Resort, just off Highway 1 in the South Coast area of Big Sur.

Born as a family business in 2004, Treebones has 19 off-the-grid units, mostly yurts, whose rounded interiors are surprisingly spacious. Its Lodge restaurant offers chef’s-choice four-course dinners ($95 each) and a sushi bar.

If you book a yurt (they begin at $385), you’ll find your headboard is a felted wood rug from Kyrgyzstan (where yurts go back at least 2,500 years). The resort also has five campsites ($135 nightly, advance reservation required) that come with breakfast, hot showers and pool access.

A deck at Treebones Resort.

“For the last 20 years, we were basically 100% occupied from April through October,” assistant general manager Megan Handy said, leading me on a tour. Since the closure, “we’ve stayed booked on the weekends, but we’ve seen at least a 40% decline midweek.”

Once you’re north of Treebones, beach and trail possibilities seem to multiply.

Stand by the edge (but not too close) on the Pacific Valley Bluff Trail

Several people told me I shouldn’t miss the Pacific Valley Bluff Trail, a flat route that begins just north of Sand Dollar Beach. It runs about 1.6 miles between the roadside and the bluffs over the Pacific. Here you’ll see sea stacks in every shape, along with a dramatic, solitary tree to the north. In about 45 minutes of walking amid a land’s end panorama, I never saw another soul. Plenty of cow patties, though, and a few patches of poison oak, which turns up often near Big Sur trails.

A little farther north, I did run into four people walking the beach at Mill Creek Picnic Area. I found even more at Kirk Creek Campground, which was booked solid because it has some of the best ocean-view campsites in the area and it’s on the ocean side of the highway.

Waves crash near Sand Dollar Beach.

Big trees and a meandering creek at Limekiln State Park

Limekiln State Park is one California’s youngest state parks, having been set aside in the 1990s. But its occupants, especially the redwoods, have been around much longer.

And now, after park closures over storm damage and infrastructure issues and a reopening early this year, we have a chance to enjoy the place again. Or at least part of it. The park’s campground, Hare Creek Trail and Falls Trail remain closed.

But there’s still plenty of opportunity to check out the rare overlap of species from northern and southern California. As the Save the Redwoods League notes, “You can’t find both yucca and coast redwoods in very many parks.”

The park is about 4.4 miles south of the Highway 1 closure. Entrance is $10 per vehicle. I savored the 1.5-mile out-and-back Limekiln Trail, which is one of the best ways to see redwoods in the area. And once again, no fellow hikers.

Highway still too busy for you? How about an isolated lodge or a silent monastery?

Just south of the highway closure, the rustic, isolated Lucia Lodge and the New Camaldoli Hermitage, a Benedictine monastery, remain open for overnight guests.

But not everyone knows this. Unless somebody at Google HQ has just made a fix, Google Maps will tell you incorrectly that the hermitage and lodge are beyond the road closure. Nope. They’re both on the south side of the road closure, accessible to northbound traffic. And they’re both really quiet.

“People come here for silent, self-guided retreats,” said Katee Armstrong, guest ministry specialist at New Camaldoli Hermitage. Its accommodations, high on the slopes above the highway, include nine single-occupancy rooms and five cottages with kitchenettes ($145 nightly and up).

Meanwhile, on the ocean side of the highway, the Lucia Lodge’s 10 very basic units are visible from the road. Four of them are cabins that go back to the 1930s, when Highway 1 was new.

Some nights, there are only one or two guests, and those guests typically see no hotel employees, because there’s no lobby and the staff is down to a skeleton crew. (The lodge’s restaurant and lobby burned down in 2021.) The nearest restaurant is at Treebones, about 10 miles south.

“We have to have a conversation with every guest who books with us,” said Jessie McKnight, the lodge reservationist. Many “end up canceling once they understand the situation,” she said. “You’re kind of on your own.”

Ad yet, she added, “it’s so rare to experience Big Sur like this. Once the road opens, I think it’s going to be right back to being a zoo.”

The road to Ragged Point Inn.

The village was once a rival to London and an important medieval hub. But a series of unfortunate storms meant much of it was lost to the sea and now lies under the water

A tiny village that was once a medieval port and considered the capital of East Anglia is the perfect day out for history buffs or those who love quiet, windswept beaches.

In Anglo-Saxon times, Dunwich on the Suffolk coast was the heart of what was then called the Kingdom of the East Angles. Its international port was considered a rival to London, and the Domesday Book of 1086 revealed it had a population of over 3,000 people. This was a time when London’s population was just 18,000.

However, the town’s fortunes changed in 1286 when a storm surge hit the area, followed by two large weather fronts the next year. This caused major coastal erosion, which led to large parts of the town being submerged underwater. In 1347, it’s thought that 400 homes were swept into the sea, with most of the remains of the town destroyed in 1362 in Saint Marcellus’s flood. Around 25,000 people across Europe lost their lives in the tragic event.

Because of its unique past, Dunwich is often dubbed the ‘lost city of England’ and draws comparisons to the legendary island of Atlantis, which, according to myths, sank under the sea.

Dunwich Museum is a great way to learn about life before the floods. Researchers have mapped out where the old homes and buildings used to stand before they were lost to the sea, and you can see these maps at the museum. There are also many interesting displays about medieval life and artefacts from the time.

Only a few ruins remain from medieval times. One of the most complete buildings is the Greyfriars monastery. This was built around half a mile inland, after the original monastery closer to the coast was lost. The ruins include the grand entrance to the monastery and part of the refectory where the monks would eat.

National Trust’s Dunwich Heath and Beach is an unspoilt spot with some beautiful walking trails. The Heath is full of rare wildlife and birds, and you may be able to spot red deer and otters on your stroll. Dunwich’s wide shingle beach is a popular spot for fishing and paddling in the sea.

Not all ships en route to Dunwich made it safely, and researchers have worked to uncover a large number of shipwrecks off the coast. According to the East Anglian Daily Times, there could be as many as hundreds of ships in a shipwreck graveyard off the coast, many of which sank during World War I when shipping routes were attacked.

Once you’re finished exploring, visit Flora Tea Rooms, a traditional fish and chip restaurant on the beach that also serves British classics such as afternoon tea. The village has one pub, The Ship at Dunwich, a cosy spot with a beer garden and beautiful countryside views. It also has 16 rooms if you decide to stay and enjoy this peaceful village for longer.

Dunwich is also close to the RSPB Minsmere, a coastal nature reserve that includes areas of woodland, reedbeds, grassland, and heathland. Among the unspoilt landscape, you can spot wildlife, from a vast array of coastal birds to Water Voles.

Country awaits final presidential election result that could see 83-year-old Alassane Ouattara sworn in for fourth term.

Former Ivory Coast commerce minister Jean-Louis Billon has conceded defeat to incumbent Alassane Ouattara in the country’s presidential election, as early partial results show the latter with a strong lead nationwide.

“The initial results place the incumbent President, Mr Alassane Ouattara, in the lead, designating him the winner of this presidential election,” Billon said in a statement, congratulating the president on Sunday.

Billon was among four opposition candidates running against Ouattara, the 83-year-old former International Monetary Fund executive who is seeking a fourth term in office.

Billon failed to secure the endorsement of the opposition PDCI party, led by Tidjane Thiam – the ex-Credit Suisse chief who was barred from the ballot.

Earlier in the day, the country’s Independent Electoral Commission began announcing partial results from Saturday’s polls on national television.

“The results of 20 departments or divisions are being read out,” and 10 or 11 departments remain, Al Jazeera’s Ahmed Idris said, reporting from the economic capital, Abidjan on Sunday. This included diaspora votes from six countries.

“This is the most critical stage of this election, where results from various polling booths and centres are being collated and announced,” Idris said.

“From the initial results, it’s clear the incumbent is leading by a wide margin in many of the areas so far.”

Nearly nine million Ivorians were eligible to vote in an election marked by a divided opposition further hobbled by the barring of two leading candidates.

“Ivorians are watching closely what happens here,” said Idris. “And the result of this election will determine whether or not the streets will remain calm.”

So far, the streets of Abidjan have remained quiet and calm, Idris reported, “apart from reports of scattered violence in other parts of the country that has led to two deaths”.

“Security patrols are all over the place; at least 44,000 security personnel have been deployed for this election before, during, and after, in case trouble breaks out,” he added.

Ouattara’s leading rivals – former President Laurent Gbagbo and Thiam – were barred from standing, Gbagbo for a criminal conviction and Thiam for acquiring French citizenship.

This led to pre-election protests and calls from some quarters for a boycott of the polls.

While an official voter turnout is not yet known, the president of the election commission, Ibrahime Coulibaly-Kuibiert, earlier put the figure at about 50 percent.

Polling stations in Abidjan and historically pro-opposition areas in the south and west were nearly empty, the AFP news agency reported. Meanwhile, it said voters turned out in large numbers in the north, where Ouattara had most of his support.

With key contenders out of the race, Ouattara was the overwhelming favourite.

Saturday’s vote was reminiscent of the last election in 2020, in which he obtained 94 percent of the ballots with a turnout slightly above 50 percent in an election then boycotted by the main opposition.

None of the four candidates who faced Ouattara represented a major party or had the reach of the ruling Rally of Houphouetists for Democracy and Peace.

For decades, the image of maritime power centered on gray hulls and carrier groups. Today, the center of gravity has shifted to the white hulls that police, escort, ram, repel, rescue, and repair in the murky space between peace and open conflict. Call it the coast-guardification of security. In the Indo-Pacific, and especially around the South China Sea, coast guards are now the first responders for sovereignty spats, illegal fishing, disaster relief, drone sightings, and the protection of undersea infrastructure. The trend is not cosmetic. It is strategic, and it is accelerating. Recent scenes off Scarborough Shoal and near Thitu Island show why. In September and October 2025, the China Coast Guard used water cannons and ramming tactics on Philippine civilian and government vessels, injuring crew and damaging hulls, while Washington and others publicly backed Manila. These were not naval shootouts. They were high-stakes law enforcement encounters led by white hulls that managed political sensitivity without signaling immediate military escalation.

History helps explain how we got here. Through the 2010s, piracy in Southeast Asia declined as coordinated patrols tightened the Strait of Malacca. At the same time, gray zone pressure rose as coast guard and militia fleets, not destroyers, pushed claims around the Senkakus and the Spratlys. A 2015 Reuters dispatch already highlighted Japanese and Philippine coast guard anti-piracy drills, and by 2025 Japanese reporting still records routine intrusions by Chinese coast guard vessels around the Senkakus. White hull presence became the everyday instrument of statecraft at sea, a domain where legal authorities matter as much as tonnage.

Coast guards have also become the backbone of coalition building. The most telling images of 2025 are not only of naval flotillas but also of trilateral coast guard exercises among Japan, the United States, and the Philippines. Tokyo hosted large drills in June, the Philippine flagship returned from joint maneuvers later that month, and USNI News has tracked a steady tempo of multilateral activities that blend navies and coast guards. These events rehearse search and rescue, firefighting, interdiction, and uncrewed systems integration. They build habits of cooperation at the level most relevant to day-to-day friction.

What counts as “security” has widened too. Undersea cables that carry the world’s data now sit squarely on the white hull docket. Policymakers across the region are writing playbooks for detection, attribution, and rapid repair when cables are cut or damaged. Analysts urge Quad Plus partners to formalize protocols and run sabotage response drills that rely on law enforcement and coast guard authorities. New scholarship details how geoeconomic competition around cables is intensifying across the Indo-Pacific and why civilian maritime forces will need new sensors, legal tools, and public-private coordination to keep data flowing after an incident.

The mission creep is not only about geopolitics. It is also about fish. Vietnam has spent 2025 pushing to shed the European Commission’s IUU “yellow card,” tightening enforcement and compliance across its vast fishing fleet. IUU policing is classic coast guard work. It requires boarding teams, AIS analytics, community outreach, and a credible threat of penalties. Success here matters for livelihoods and for legitimacy, since foreign perceptions of fishing practices can shape export earnings as much as tariffs do.

Technology is transforming these forces in real time. Maritime drones and high-altitude ISR have moved from prototypes to daily tools for search and rescue, disaster response, and wide-area surveillance. Regional programs, from Japanese UAV support to Southeast Asian partners to Malaysia’s investments, reflect a simple truth. Persistent eyes and quick cueing make small coast guards feel bigger without inviting the diplomatic blowback that armed naval build-ups can trigger.

If coast guards now run the show, two practical steps can help them run it better.

First, fund an Indo-Pacific Seabed Protection Network with coast guards in the lead. Start with an agreed checklist for cable incident response that combines attribution standards, rapid permitting for repair ships, common data on seabed maps, and a secure channel for operators to notify authorities. Build this around recurring tabletopand at-sea exercises that simulate simultaneous cable cuts, and let civilian agencies command the play unless naval forces must step in. The legal authorities and public legitimacy of coast guards make them the right first responders for cable attacks that sit below the threshold of armed conflict. Allies are already converging on this logic. They should codify it.

Second, scale coast guard capacity through targeted training pipelines and shared tech. The U.S. Coast Guard’s 2025 program that opens more than a hundred training courses to Philippine personnel is a good template. Expand it to include a regional curriculum on IUU enforcement, drone employment, incident documentation, and evidence handling for prosecutions. Pair classrooms with pooled hardware. A rotating inventory of UAVs, portable radars, and small craft that partner coast guards can book for surge operations would lift outcomes faster than waiting for each budget cycle to deliver new ships.

Coast Guard decks will never replace carrier decks, and they should not try. What they can do is shape almost every day short of war. In Southeast Asia’s crowded waters, that is where strategy lives. The white hulls are already writing the script. Policymakers should give them the resources and rules they need to keep the peace, protect the seabed, and put predatory behavior on notice.

The U.S. Coast Guard is in line to get a new version of the H-60 helicopter based on the MH-60R Seahawk, which is in service with the U.S. Navy and other armed forces globally. The additional helicopters will supplement, at least initially, the Coast Guard’s aging MH-60T Jayhawks. The Coast Guard also plans to boost its overall capabilities by replacing its fleet of smaller MH-65s with H-60 variants.

Earlier this week, Naval Air Systems Command (NAVAIR) put out a contracting notice announcing its intent to award Lockheed Martin Rotary and Mission Systems a sole-source deal to design and produce an unspecified number of “MH-60R variant aircraft for the United States Coast Guard.” Lockheed Martin is the current parent company of Sikorsky, which is the prime contractor for the H-60 family of helicopters. The Navy and the Coast Guard, the latter of which is a uniformed military service that falls under the Department of Homeland Security rather than the Department of War, have a long history of cooperation on helicopter-related efforts, as well as other programs.

“The Coast Guard anticipates new aircraft procurements may be based off Sikorsky’s MH-60R aircraft, which is the maritime variant of the H-60 in active production,” the service told TWZ when reached for more information. “Differences between the MH-60T and in-production MH-60R will be addressed with Sikorsky to ensure Coast Guard aircraft are delivered with the appropriate capabilities for Coast Guard missions.”

In September, the Coast Guard had announced contracting actions intended in part to help accelerate the delivery of “new MH-60 medium-range recovery helicopters.” At that time, the service made no mention of plans to acquire a new version based on the R model.

The Coast Guard currently has some 45 MH-60Ts in inventory, which are stationed at bases around the United States. The Coast Guard also has a number of cutters, including its newest and most capable Legend class types, that can support helicopter operations.

The Jayhawks are utilized for search and rescue, as well as various law enforcement and homeland security tasks, including counter-narcotics interdiction missions. In the latter role, the helicopters can be fitted with an Airborne Use of Force (AUF) package that includes a mounted 7.62x51mm M240 machine gun, stowage for precision rifles that can be fired from the main cabin door, add-on armor protection, and additional onboard communications systems.

The bulk of the Coast Guard’s current fleet of MH-60Ts helicopters started their service lives in the early 1990s as HH-60Js, and were later upgraded to the T configuration starting in the late 2000s. The upgrades include a new glass cockpit, as well as improvements to the helicopter’s sensor suite and other capabilities. Sikorsky had developed the original HH-60J design in parallel with the HH-60H combat search and rescue helicopter for the Navy. The Coast Guard subsequently acquired a small number of additional T variants converted from second-hand SH-60 Seahawk variants.

The MH-60R is designed primarily for anti-submarine warfare and general sea control missions, and replaced various SH-60 variants when it first began entering Navy service in the mid-2000s. The Navy replaced its HH-60Hs, which were also heavily used to support U.S. special operations forces, as well as its tandem-rotor CH-46 Sea Knights, with a separate Seahawk variant, the MH-60S.

The full extent of changes that may have to be made to the MH-60R to meet Coast Guard needs, and whether the resulting configuration may receive a new designation, is unclear. The baseline R model is packed full of anti-submarine warfare and other mission systems that the Coast Guard will not need. It does have some elements that would likely be carried over directly, such as its external winch, a key feature for performing the search and rescue mission.

Certain Coast Guard-specific requirements could require more significant changes to the core MH-60R configuration. For instance, existing MH-60Ts have weather radars fitted to their noses, something that standard R variants lack. Coast Guard Jayhawks are often called upon to fly in bad weather and otherwise demanding conditions, as can be seen in the videos below.

U.S Coast Guard HH-60 almost crashes into the sea after being hit by bad weather while evacuating a passenger onboard a cruiseliner.

📹 Damion Bailey pic.twitter.com/HXjWWMDJD7

— Breaking Aviation News & Videos (@aviationbrk) May 2, 2023

Interestingly, one of the Navy’s MH-60Rs was embarked on the Coast Guard Legend-class National Security cutter Midgett during the biennial Rim of the Pacific exercise in 2022. That was the first time an MH-60R had been embarked on any Coast Guard vessel, and underscored the often-overlooked role the service plays in missions well beyond the shores of the United States. The Navy and the Coast Guard have been working to more deeply integrate their activities overseas in recent years, especially as part of larger efforts to challenge China in the Indo-Pacific region.

The new H-60s, whatever their exact configuration might be, are part of a larger Coast Guard effort to modernize and transform its helicopter fleets that has already ongoing for years now. The service’s existing MH-60T fleet is being put through a service life extension program (SLEP), which is intended to keep them flying into the 2040s. As part of the current SLEP effort, MH-60Ts are receiving a completely new central fuselage ‘hull.’ The Coast Guard had previously used hulls taken from retired Seahawks with lower total flight hours to help extend the life of its T variants.

The Coast Guard has said in the past that it also plans to “organically produce” 36 additional T variants from second-hand Seahawks, though the current status of that effort is unclear.

“As part of the U.S. Coast Guard’s service life extension program (SLEP), we continue to build replacement MH-60T Jayhawk hulls at our Troy, Alabama, facility,” Lockheed Martin told TWZ in response to questions about how the plans to acquire new MH-60R-based variants might impact the SLEP work and other work it is doing for the Coast Guard.

The Coast Guard also currently plans to retire all of its remaining MH-65 helicopters and replace them with H-60 variants, a process it expects to be complete by the early 2040s. The service currently has some 94 MH-65s, which are variants of the French-made AS365 Dauphin. Originally developed in the 1970s by Aerospatiale, the design subsequently came under the umbrella of Eurocopter and then Airbus Helicopters. The AS365 line is no longer in production, with the last example having been delivered in 2021.

The Coast Guard has argued that transitioning to a pure H-60 fleet will offer more capability and the benefits of a still-in-production design, but has faced some pushback from Congress. In January of this year, Airbus Helicopters announced that it had signed a Memorandum of Understanding (MOU) with the Coast Guard for continued support for the MH-65s at least through 2037.

New Coast Guard H-60s based on the R variant would also be able to leverage the Navy’s existing logistics and sustainment ecosystem for those helicopters. The Navy expects to keep flying its MH-60Rs well into the 2030s, at least.

How exactly the Coast Guard ultimately proceeds with its larger helicopter modernization efforts remains to be seen, but those plans now include a new service-specific version of the H-60.

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Polls open in the West African nation in a heated election set to deliver a fourth term to 83-year-old Alassane Ouattara.

Voters in the Ivory Coast are casting ballots for president with incumbent Alassane Ouattara the overwhelming favourite as he runs for a fourth term.

Nearly nine million Ivorians will vote on Saturday from 8am to 6pm (08:00 to 18:00 GMT), choosing from a field of five contenders.

Opposition heavyweights, however, aren’t running for the post. Former President Laurent Gbagbo and former Credit Suisse CEO Tidjane Thiam have been barred from standing, the former for a criminal conviction and the latter for acquiring French citizenship.

Critics said the exclusion of key candidates has given Ouattara, 83, an unfair advantage and essentially cleared the way for his fourth term.

None of his four rivals represents an established party nor do they have the reach of the ruling Rally of Houphouetistes for Democracy and Peace (RHDP).

Agribusinessman and former Trade Minister Jean-Louis Billon, 60, hopes to rally backers from his former party, the Democratic Party, while former first lady Simone Ehivet Gbagbo, 76, is looking to garner votes from supporters of her ex-husband.

The left-wing vote hangs in the balance between Gbagbo and Ahoua Don Mello, a civil engineer and independent Pan-African with Russian sympathies. Henriette Lagou Adjoua, one of the first two women to run for the presidency during the 2015 election, is representing a centrist coalition, the Group of Political Partners for Peace.

At the Riviera Golf 1 Primary School in the Ivory Coast’s economic capital, Abidjan, where Gbagbo is expected to cast her vote, the atmosphere appeared calm as the first voters began to queue in the early hours of Saturday.

“This vote means a lot to us,” Konate Adama told Al Jazeera. “We need a candidate to emerge from these elections. It will lead us towards peace, wisdom and tranquillity.”

Turnout will be key as the opposition continues to call for a boycott. About 8.7 million people aged above 18 are eligible to vote in a country of 33 million with a median age of 18.3.

To win, a candidate must take an absolute majority of the votes. A second round will take place if no one clears that hurdle.

Controversial fourth term

Results are expected early next week, and observers forecast Ouattara to win the more than 50 percent needed to secure victory in the first round.

The octogenarian has wielded power in the world’s top cocoa producer since 2011 when the country began reasserting itself as a West African economic powerhouse.

Under the constitution, presidents may serve a maximum of two terms. Ouattara argues a major constitutional change implemented in 2016 “reset” his limit.

The decision has angered his detractors. Opposition and civil society groups also complain of restrictions on Ouattara’s critics and a climate of fear.

About 44,000 security forces were deployed across the country to keep protests in check, especially in opposition strongholds in the south and west. A night-time curfew was in place on Friday and Saturday in the region where the political capital, Yamoussoukro, is located.

Authorities said they want to avoid “chaos” and a repeat of unrest surrounding the 2020 presidential election. According to official figures, 85 people died then while the opposition said there were more than 200 deaths.

Opposition parties have encouraged Ivorians to protest against Ouattara’s predicted fourth term. On Monday, an Independent Electoral Commission building was torched.

The government has responded by banning demonstrations, and the judiciary has sentenced several dozen people to three years in prison for disturbing the peace.

In 2010, the country was plunged into a conflict that killed at least 3,000 people after the presidential election between Gbagbo and Ouattara.

U.S. Air Force B-1B bombers look to have just flown close to the Venezuelan coast, as well as outlying islands belonging to the country in the Caribbean Sea. Just last week, a trio of the Air Force’s B-52 bombers was tracked in the same general area of the Caribbean. The U.S. military subsequently confirmed those sorties and that the bombers had been accompanied by U.S. Marine Corps F-35B Joint Strike Fighters. There is a larger U.S. government effort to put pressure on Venezuelan strongman Nicolas Maduro, ostensibly over illegal drug trafficking, with a growing possibility of direct military action against targets in that country.

Online flight tracking data shows at least two B-1 bombers departing Dyess Air Force Base in Texas earlier today. KC-135 tankers were also tracked leaving MacDill Air Force Base in Florida some 90 minutes later. What appeared to be B-1s, using the callsigns BARB21 and BARB22, were subsequently tracked flying near Venezuela. The available online tracks, which may not be entirely accurate, suggest that the bombers may have come within around 50 miles of the Venezuelan coast, and even closer to the Los Testigos islands.

Hoy cerca de las 8:30UTC salió de Dyess AFB el bombardero B1-B Lancer de la Fuerza Aérea 🇺🇲 registro 86-0127 en dirección Este. Aproximadamente 1 hora 30 minutos más tarde salió de Macdill AFB en Tampa el tanquero KC135R Stratotanker registro 63-8879 código de llamada DREW14 pic.twitter.com/RC8G8s7MTk

— 𝘼𝙧𝙧𝙚𝙘𝙝𝙤 (@Arr3ch0) October 23, 2025

Flight tracking data and publicly available air traffic control audio also subsequently pointed to a flurry of other U.S. military air activity over the Caribbean near Venezuela at the time, including the presence of KC-135 tankers and an RC-135 intelligence, surveillance, and reconnaissance aircraft. What type of RC-135 may have been in the area is unclear, but RC-135V/W Rivet Joints have been tracked in this general region in the past.

In addition, one of the Air Force’s E-11A Battlefield Airborne Communications Node (BACN) aircraft was tracked flying in the general direction of Puerto Rico — where the U.S. is staging significant military capabilities — today. Whether or not that sortie was directly related to the other U.S. military aerial activity in the southern end of the Caribbean is unknown, but the presence of this aircraft is of particular note. It facilitates communications and data sharing across a substantial portion of a theater and is uniquely capable of enabling complex military operations, relaying information to desperate ‘customers’ and fuzing and rebroadcasting data from various datalink waveforms. It is especially useful for enabling communications from the surface of the planet to aircraft in the air and other platforms around the battlespace, as well as supporting special operations missions.

A very interesting movement into the Caribbean today also seems to be this E-11A airborne communication aircraft heading from Robins AFB towards Puerto Rico pic.twitter.com/PXQLdWQzss

— CNW (@ConflictsW) October 23, 2025

The Wall Street Journal has further confirmed the B-1 sorties, citing anonymous officials. However, remarks from President Donald Trump have also now caused some confusion.

“There’s reporting that the US just sent B-1 bombers near Venezuela to ramp up some military pressure there. Is that accurate, and can you tell us more about that mission?” a reporter asked Trump at a press conference today.

“No, it’s not accurate. It’s false,” he responded. “But we’re not happy with Venezuela for a lot of reasons.”

Q: There’s reporting that the US just sent B-1 bombers near Venezuela to ramp up some military pressure there?

TRUMP: No, it’s not accurate. It’s false. But we’re not happy with Venezuela. Drugs are one reason. But also they’ve been sending their prisoners into our country. pic.twitter.com/Qw650DFfGb

— Aaron Rupar (@atrupar) October 23, 2025

TWZ has reached out to the Pentagon, U.S. Southern Command (SOUTHCOM), U.S. Strategic Command (STRATCOM), and Air Force Global Strike Command (AFGSC) for clarification and more information. STRATCOM redirected us to the Pentagon.

Regardless, as TWZ noted following the B-52 sorties last week, there is a well-established precedent for employing Air Force bombers in counter-narcotics operations in the Caribbean. The range and targeting capabilities that the B-52 and the B-1 possess can be and have been employed to help spot and track suspected drug smuggling vessels.

As was the case last week, the online flight tracking data at least clearly points to a show of force aimed at Venezuela. The U.S. military itself described last week’s B-52 flights as a “bomber attack demonstration mission.”

Any direct action against the U.S. military might take against Venezuela could easily involve standoff strikes launched from B-1s, as well as other platforms. The bombers could also prosecute targets on land and at sea with other conventional munitions as part of any such operation. Venezuelan armed forces have limited air defense capabilities, but they could still pose a credible threat, as TWZ has previously explored in detail.

Just yesterday, Venezuela’s Maduro pointedly claimed that his country’s military has 5,000 Igla-S man-portable short-range surface-to-air missiles in “key air defense positions” across the country. Reuters also reported yesterday that it had reviewed documents that appeared to corroborate this assertion. However, that same story noted that Venezuelan forces are only understood to have 1,500 so-called “grip stocks” that are needed to actually fire those missiles.

The video below, from 2009, shows Igla-S shoulder-fired surface-to-air missiles in Venezuelan service.

Other Venezuelan air defense assets also continue to be spotted in forward-deployed positions.

The Venezuelan military’s other ground, air, and naval capabilities are similarly limited, but there are certain elements that could still present some degree of a threat in the event of a violent U.S. intervention. The country’s stocks of Russian-made Kh-31 air-launched supersonic anti-ship cruise missiles are one example of this, as TWZ highlighted just this week.

Any aerial activity off the Venezuelan coast today notably follows remarks yesterday from Trump about the possibility of ordering attacks on drug cartels on land. This comes as the administration’s current campaign of strikes against alleged drug-smuggling boats has now expanded from the Caribbean Sea into the Eastern Pacific Ocean.

Today, at the direction of President Trump, the Department of War carried out yet another lethal kinetic strike on a vessel operated by a Designated Terrorist Organization (DTO). Yet again, the now-deceased terrorists were engaged in narco-trafficking in the Eastern Pacific.

The… pic.twitter.com/PEaKmakivD

— Secretary of War Pete Hegseth (@SecWar) October 23, 2025

Trump talked about the potential for strikes against cartel targets on land during a joint press conference with visiting NATO Secretary-General Mark Rutte at the White House last night. The president’s initial comments came in direct response to a question about strikes on boats in the Eastern Pacific. The Pentagon had announced the first known strike in that body of water earlier in the day. American authorities disclosed a second one some hours after Trump had made his remarks alongside Rutte.

“I will say, there are very few boats traveling on the water right now. Actually, that includes fishing boats, that includes any other kind of boat. But there are very few boats traveling on the water, so now they’ll come in by land … to a lesser extent,” Trump said. “And they will be hit on land also.”

.@POTUS on potential land strikes against drug-runners: “We will hit them very hard when they come in by land, and they haven’t experienced that yet but now we’re totally prepared to do that.” pic.twitter.com/auepQKpWcX

— CSPAN (@cspan) October 22, 2025

Trump was then asked a question about legal authorities to conduct such strikes. Questions have already been raised about the legality of the U.S. strikes on boats alleged to be involved in drug smuggling, as well as the underlying intelligence. U.S. forces are known to have targeted at least eight small boats as part of this ongoing campaign since September, six in the Caribbean and two in the Eastern Pacific.

Yesterday, at the direction of President Trump, the Department of War conducted a lethal kinetic strike on a vessel being operated by a Designated Terrorist Organization and conducting narco-trafficking in the Eastern Pacific.

The vessel was known by our intelligence to be… pic.twitter.com/BayDhUZ4Ac

— Secretary of War Pete Hegseth (@SecWar) October 22, 2025

“Yes, we do, we have legal authority. We’re allowed to do that. And if we do by land, we may go back to Congress. But this is a national security problem,” Trump said. “And we will hit them very hard when they come in by land, and they haven’t experienced that yet, but now we’re totally prepared to do that. We’ll probably go back to Congress and explain what we’re doing when we come to the land.”

Trump did not elaborate on where strikes on land targeting drug cartels might occur.

The president’s comments yesterday were widely taken in the broader context of the U.S. government’s recent efforts to put particular pressure on the Maduro regime in Venezuela. However, Venezuela does not share a land border with the United States, or have an Eastern Pacific coastline. Mexico, among other countries, does. There have also been reports in the past that the Trump administration has been considering taking direct action against drug cartels in Mexico. That remains a possibility, but one that would be fraught with its own particular set of complexities and risks, as TWZ has previously explored in detail.

At the same time, Venezuela does continue to be a focal point in the U.S. government’s current ostensible counter-drug operations across the Western Hemisphere.

Beyond the flights by the B-1s and other aircraft today, there has also been a larger U.S. military build-up in the region, which includes a host of crewed and uncrewed aircraft. F-35Bs and AC-130s have also been forward deployed, for instance, among other aircraft. Among the U.S. naval flotilla is an Amphibious Ready Group (ARG) packed with Marines with USS Iwo Jima at its center, as well as a handful of destroyers, a cruiser and a nuclear submarine. The appearance of the Ocean Trader, a shadowy special operations mothership, has been a particular stand-out. Helicopters belonging to the U.S. Army’s elite 160th Special Operations Aviation Regiment have been spotted flying over waters near Venezuela, as well.

The M/V Ocean Trader, a highly customized roll-on/roll-off cargo ship converted into a special operations command center and “mothership” operated by U.S. Military Sealift Command (MSC), was spotted today in the Southern Caribbean Sea off the coast of the U.S. Virgin Islands,… pic.twitter.com/AL62ZFBYWx

— OSINTdefender (@sentdefender) September 24, 2025

Coincidentally, photos have been posted to Facebook of MH-6Ms and MH-60Ms belonging to the 160th SOAR (A) ALLEGEDLY operating off the coast of Trinidad and Tobago.

Credit: Ian Alleyne via Facebook (DM for original credit, if needed). https://t.co/Gcx6R3eKO2 pic.twitter.com/6GOcEylYMG

— LatAmMilMovements (@LatAmMilMVMTs) October 8, 2025

All of this comes amid reports that American forces could be poised to launch covert operations against Maduro and his regime. Last week, Trump confirmed reports that he had authorized the Central Intelligence Agency (CIA) to undertake covert activities in Venezuela.

“Wouldn’t it be a ridiculous question for me to answer?” Trump said at a press conference last week when asked if the CIA now has the authority to depose Maduro. “But I think Venezuela is feeling heat. But I think a lot of other countries are feeling heat, too.”

It is worth noting that Trump has also been increasingly sparring with Colombian President Gustavo Petro in the past week or so. Petro has accused the U.S. government of “murder” in its strikes on the alleged drug-smuggling boats. Over the weekend, Trump had responded by calling his Colombian counterpart “an illegal drug leader” in a post on his Truth Social social network.

Trump:

President Gustavo Petro, of Columbia, is an illegal drug leader strongly encouraging the massive production of drugs, in big and small fields, all over Columbia.

It has become the biggest business in Columbia, by far, and Petro does nothing to stop it, despite large… pic.twitter.com/py7f67dQ71

— Clash Report (@clashreport) October 19, 2025

The scale and scope of any U.S. operation against ostensible cartel targets on land in Venezuela, or anywhere else in the Western Hemisphere, remains to be seen. Depending on the chosen course of action, such as standoff missile strikes, American forces would not necessarily have to be present on the ground, even briefly, either.

“Several people familiar with internal administration deliberations said any initial land attack would probably be a targeted operation on alleged trafficker encampments or clandestine airstrips, rather than a direct attempt to unseat Maduro,” The Washington Post reported yesterday. “Some said the U.S. deployments and boat strikes were psychological warfare to promote fractures in the Venezuelan armed forces or persuade Maduro to step down.”

However, “having declared war against narco-terrorists, and designated Maduro as the head of at least one of them, ‘there really is no turning back unless Maduro is essentially not in power,’ said one person among those interviewed for this article who, like others, spoke on the condition of anonymity about the sensitive issue,” that report added. “‘At the end of the day, if you have authority to take out cartel runners … you can take out the cartel boss,’ the person said.”

Today’s B-1 sorties, coupled with Trump’s comments yesterday, only add to concerns about the potential for further major escalations in U.S. military operations aimed at Venezuela’s Maduro and other actors in the region.

Contact the author: [email protected]

The Venice Simplon-Orient-Express is set to journey all the way from Paris to the Amalfi Coast in Italy. Its inauguration will be on May 4, 2026. The train trundles out of the French capital for an overnight journey to Pompeii

The world’s most famous and fanciest train has announced a new route.

There are few, if any, rail operators as synonymous with opulent luxury and glamour as the Venice Simplon-Orient-Express (VSOE). Close to a century and a half since the original train launched, the new service, which takes inspiration from the original, continues to wow guests.

According to Travel + Leisure, the VSOE will travel from Paris to the Amalfi Coast in Italy and will be inaugurated on May 4, 2026.

The train trundles out of the French capital for an overnight journey to Pompeii. The going is leisurely, with guests able to enjoy food and drink in the painstakingly preserved 1920s carriages. It will feature cocktails and live piano music in the train’s famed Bar Car 3674.

READ MORE: ‘New Concorde’ to return in four years and cut hours off UK to US flight timeREAD MORE: Estate with amazing views, a deer park and ruins named among best autumn days out

Train travellers can disembark in Pompeii and explore the historic UNESCO site, which has been preserved by ash from Mount Vesuvius. Grand Suite guests can enjoy exclusive access to the rarely opened Casa del Larario Regio V, an archaeological treasure that Caruso supports through its preservation efforts.

A boat will then whisk guests to the lavish Caruso hotel in Positano for a two-night stay. The hotel is known for its history and its newly restyled La Piscina infinity pool, perched 1,000 feet above the sea.

Venice Simplon-Orient-Express general manager Pascal Deyrolle told WWD: “This journey offers guests a unique way to experience one of Italy’s most celebrated coastlines — with its cliffs, villages and sea views revealed in a way that only the Venice Simplon-Orient-Express can provide.”

Before you book any annual leave, it’s important to note one thing. The trip is not cheap. The price tag for a ticket on the Paris to Amalfi service looks to set you back a hefty £8,600.

While that may sound pretty expensive (and it is), that fee does include all meals, transfers and excursions. It’s all relative at least. The priciest route could leave you more than £60,000 lighter for the Grand Suite on a five-day expedition travelling from Istanbul to Paris.

There are other luxury trains on offer.

Luxury brand Belmond is set to launch The Britannic Explorer, offering a three-night journey through Wales this year.

Passengers boarding the Britannic Explorer are advised to pack walking shoes and a dinner jacket or cocktail dress. This is the first luxury sleeper train to operate in England and Wales, complete with an onboard spa. Guests will slumber in stunning suites, indulge in world-class dining curated by a Michelin-star chef, and partake in excursions such as hikes in the Welsh countryside, visits to a luxury pub, and clay pigeon shooting.

Prices start at £11,000, based on a double cabin for three nights, inclusive of excursions, meals, wine, and alcoholic beverages on board.

A three-night route through Wales departs from London Victoria, stopping at Llandrindod Wells and Machynlleth, via Haverfordwest, Porthmadog and Barmouth, before returning to London via the Cotswolds.

The itinerary reveals that on the first day, guests will check-in and enjoy an afternoon tea crafted by Michelin-starred chef Simon Rogan, featuring Welsh teacakes and Bara Brith, reports Wales Online.

Oct. 21 (UPI) — The Trump administration is surging U.S. Coast Guard resources to the Rio Grande River to prevent migrants and drugs from making their way from Mexico across the body of water into Texas.

Since his inauguration in January, President Donald Trump has been seeking to seal off the U.S.-Mexico border as part of his immigration crackdown.

Homeland Security Secretary Kristi Noem announced Operation River Wall in a statement Monday, calling it an “unprecedented mobilization” of Coast Guard boats, shallow watercraft, tactical teams and command and control assets to the Rio Grande in eastern Texas.

The exact number of resources deployed was not made public, though DHS said the operation is “beginning” with more than 100 boats and hundreds of personnel.

According to a statement from the Coast Guard, it has been deploying resources to the Rio Grande since Oct. 9 with the mission to “ensure operational control of the border” where Trump declared a national emergency on his first day in office.

That declaration, stating that the United States is “under attack” and experiencing an “invasion” via its southern border, has faced and continues to face legal challenges, particularly over its scope and the powers it affords the president.

“President Trump delivered the most secure southern border in U.S. history in record time, and now, our goal is to make sure it stays that way for the long run,” Noem said.

“Now, Coast Guard Forces Rio Grande and Operation River Wall will be a force multiplier in defending against illegal immigration.”

Cameroon-flagged tanker issues distress call about 60 nautical miles (110km) south of Yemen’s Ahwar in Gulf of Aden.

A ship has caught fire in the Gulf of Aden off Yemen after being struck by a projectile, the British military said, with one report suggesting its crew was preparing to abandon the vessel.

The incident on Saturday comes as Yemen’s Houthi rebels have maintained their military campaign of attacking ships through the Red Sea corridor in solidarity with Palestinians under fire in Israel’s genocidal war in Gaza.

The Houthis did not immediately claim an attack, though it can take them hours or even days to do so.

The British military’s United Kingdom Maritime Trade Operations (UKMTO) a centre issued an alert about the vessel, describing the incident as taking place some 210km (130 miles) east of Aden.

“A vessel has been hit by an unknown projectile, resulting with a fire,” the UKMTO said. “Authorities are investigating.”

The maritime security firm Ambrey described the ship as a Cameroon-flagged tanker that issued a distress call as it passed about 60 nautical miles (equivalent to 110km) south of Yemen’s Ahwar while en route from Sohar, Oman, to Djibouti.

It said radio traffic suggested the crew was preparing to abandon ship, and a search-and-rescue effort was under way.

Ambrey said the tanker was not believed to be linked to the target profile of Yemen’s Iran-aligned Houthis.

The group has launched numerous attacks on vessels in the Red Sea since 2023, targeting ships they deem linked to Israel or its supporters.

The attacks have disrupted trade flows through the Red Sea and the Suez Canal, one of the world’s busiest shipping routes.

But no attacks have been claimed by the rebel group since the ceasefire began in Gaza on October 10.

The rebels’ most recent attack hit the Dutch-flagged cargo ship Minervagracht on September 29, killing one crew member on board and wounding another. The Houthi campaign against shipping has killed at least nine mariners and seen four ships sunk.

Israel has repeatedly struck what it says are Houthi targets in Yemen in recent months, killing dozens of Yemeni civilians. The Houthis have fired missiles towards Israel, most intercepted, but some breaking past Israel’s much-vaunted US-supplied air defences and causing injuries and disruptions at airports.

On Thursday, Israel claimed responsibility for killing the Houthi military’s Chief of Staff Muhammad Abd al-Karim al-Ghamari.

The Houthis said in a statement that the conflict with Israel had not ended and that Israel will “receive its deterrent punishment for the crimes it has committed”.

In August, Israel said it targeted senior figures from the group, including al-Ghamari, in air strikes on the capital Sanaa that killed the prime minister of Yemen’s Houthi-run government and several other ministers.

The country is hit by some 20 storms and typhoons a year, striking disaster-prone areas where millions live in poverty.

Thousands of residents of a Philippine island have fled their homes along the Pacific coast as weather experts warned of coastal flooding ahead of the approach of Tropical Storm Fengshen, rescue officials said.

The eye of the storm was forecast to brush past Catanduanes, an impoverished island of 270,000 people, later on Saturday with gusts of up to 80km/h (50mph).

Fengshen will bring heavy rainfall, along with a “minimal to moderate risk” of coastal flooding from 1.2-metre (3.2-foot) waves being pushed ashore, the government weather service said.

More than 9,000 residents of Catanduanes moved to safer ground, the provincial disaster office said, in an often-repeated drill on the island that has previously been the first major landmass hit by cyclones that form in the western Pacific Ocean.

The Catanduanes provincial government ordered local officials to “activate their respective evacuation plans” for residents of “high-risk areas”, including the coast, low-lying communities and landslide-prone slopes, rescue official Gerry Rubio told the AFP news agency.

The Philippines is hit by an average of 20 storms and typhoons each year, striking disaster-prone areas where millions of impoverished people live.

Scientists warn that storms are becoming more powerful as the planet warms due to human-driven climate change.

Fengshen comes as the country is still reeling from a series of major earthquakes and typhoons that killed dozens of people in recent weeks.

Earlier this month, at least 79 people were killed in a magnitude 6.9 earthquake in Cebu province in the central Philippines.

Days later, another earthquake struck, this time a magnitude 7.4 off the coast of the southern Philippines, killing at least six people and triggering a second, magnitude 6.9 quake later in the day. Tsunami warnings were issued after each earthquake.

In late September, several people were killed and thousands were evacuated from villages and schools in the northern Philippines, while offices were closed, as Typhoon Ragasa struck.

A trio of U.S. Air Force B-52 bombers was tracked flying orbits in international airspace off the coast of Venezuela earlier today. This is a major show of force that comes amid a larger U.S. military buildup in the Caribbean, ostensibly aimed at stemming the flow of illegal drugs north. At the same time, the Trump administration has been focusing particular pressure on the regime of Venezuelan strongman Nicolas Maduro, and the possibility of direct military action, beyond at times lethal maritime interdiction operations, has been steadily growing.

The three B-52s, with the calligns BUNNY01, BUNNY02, and BUNNY03, were tracked leaving Barksdale Air Force Base in Louisiana and heading south early this morning. The bombers subsequently turned east and flew to a patch of international airspace within what Venezuela refers to as the Maiquetía Flight Information Region (FIR).

A house was filmed floating away off Alaska’s coast after Typhoon Halong made landfall over the weekend, killing one person and leaving two missing. More than 1,300 people have been displaced by the storm, with residents saying they witnessed around 20 homes floating out to sea.

At the end of Downderry’s shingle and sand, there’s a tumble of rocks and then a long beach stretching eastwards into the distance at the foot of the cliffs. Sitting on the rocks is a man with five raffish dogs that immediately start prowling around me and my partner, Sophie. A wet nose touches my bare calf.

Every long-distance trek has these decisive moments. The South West Coast Path has plenty. Should we stay on the beach, or take to the cliff? What’s the tide doing? And, more immediately, are these dogs going to bite my bum? It has happened to me once before.

“Nice dogs.”

The man shrugs. “They’re all right.”

That’s that sorted then.

“Is there a way up the cliff, off that beach?”

“See the rock?” He points into the far distance where a headland juts out. “Just before that, look for the blue rope. It’s a scramble.” He looks at us, like the director of Poldark assessing extras for a gruelling fight scene with Aidan Turner. “You should manage. Tide’s going out.” He gives a sly grin. “Lovely day for it.”

We thank him and set off. Every journey has its turning points, I reflect, especially when you push off from the safe haven of the guidebook and OS map into the uncharted waters of local knowledge. Boots crunching into shingle, I wonder why he grinned like that. Have we been duped?

I first came to the South West Coast Path as a teenager in 1978 when I heard on the radio that the entire 630-mile route was open. The statistics were what captured my imagination: climb four times the height of Everest, embark on 13 ferries, scale 436 stiles and pass 4,000 signs. That averaged out at one sign every 250 metres, on a path where the sea is always on one side. It was, I told my sceptical parents, impossible to get lost.

With a schoolmate, I hitchhiked to Plymouth where we immediately got lost and spent a miserable night in a concrete underpass. Next day, having hitched to Penzance, we began walking west and made it to Land’s End. It was less than heroic, but over subsequent years I’ve done a lot more of the path, perhaps even most of it. I did not, however, go back to Plymouth. Bad memories. Now I discover that the path west of the city is considered the “forgotten” section, the bit least visited. That intrigues me.

A glance at the map shows how modern road and rail links into Cornwall from Plymouth bypass a sizeable peninsula of land, the Rame, formed by the English Channel, Plymouth Sound, and the rivers Lynher and Tamar. Before those car and train routes were built, travellers bound for Cornwall would usually cross the Rame. They would go down to the city docks and get themselves rowed across the Hamoaze, as this stretch of the Tamar is known, no doubt weaving through a chaotic throng of smacks, sloops, gigs and galleons. In 1811, one such traveller was the artist JMW Turner, who had himself ferried across, then set off walking around the coast, carrying six blank sketchbooks, lots of pencils and a fishing rod. He had been commissioned to contribute to one of the first tourist guides, Picturesque Views on the Southern Coast of England. We are walking the same route, but in the opposite direction.

Back on the beach at Downderry, having checked the tide times on my phone, we decide to trust in the blue rope. At a point where the cliff leaves only a few feet of shingle to pass, we discover why the helpful dog-owner had grinned. There is a naked man standing in the shallows.

British naturism often seems to feature pot-bellied middle-aged men staring out to sea like goose-pimpled Gormley statues. Battern Cliffs, I discover later, is an informal naturist beach.

Further down the strand, past a couple more quasi-Gormleys, we find the blue rope and scramble up through a beautiful cool forest of holm oaks. The plant life on this walk is a never-ending joy: from the tiny details of delicate ferns and spleenworts to the huge columns of giant viper’s bugloss and this sepulchral forest. Buried within the shade, we find the ruins of a Victorian folly, St Germans Hut, and connect back to the coastal path, strolling in sunshine along the tops all the way to Portwrinkle.

When Turner came here, Cornwall was not the tourist honeypot of today. Just a few years before he arrived, the oracle of what was “picturesque”, the Rev William Gilpin, had denounced the county as being “without a single beauty to recommend it”. Other grandees were equally scathing: “brooding evil” and “hideous and wicked” were among the kinder comments. Turner, however, led the vanguard in reassessment, filling his notebooks with quick-fire sketches that deftly captured the spirit of the land.

After a night in a friendly B&B in Sheviock (the owners take us to their favourite pub, the defiantly quirky Rod and Line in Tideford), we rejoin the path at Whitsand golf course. Soon after that, we encounter the biggest irritation of the South West Coast Path, one Turner never had to contend with: the Ministry of Defence. Red flags are flying over Tregantle Down and we’re forced to use the road. I know the Russians are about to invade and we should get ready, but surely they will be repulsed when they see our coastal Gormleys?

Despite the MoD, the next section up to and around Rame Head is one of the best, skirting secret little sandy coves and finishing along Plymouth Sound into the pretty village of Cawsand. This place has a fine seafood restaurant, The Bay, and some good pubs. (There is also a foot passenger summer ferry to Plymouth if you want to skip ahead.)

We stay the night nearby, then walk through the shady 865-acre Mount Edgcumbe country park. The gardens are filled with camellia varieties, but I’ve just missed the flowers, sadly. Get there in May, I reckon.

Emerging on the Tamar River, we catch the Cremyll foot ferry across the Narrows to Plymouth. If I still have bitter memories of that night in the concrete underpass in 1978, they are soon dispelled. The revitalised Royal William Yard is now home to a brewery, cafes and art studios. The sun is shining and there are warships manoeuvring out in the Sound. We stroll around to the Hoe where, during the summer of 1815, huge crowds gathered to watch a pot-bellied middle-aged man stare out to sea from the deck of another warship, the 74-gun Battle of Trafalgar veteran, HMS Bellerophon. Her cargo was the captured Emperor Napoleon, held here before being shipped to Saint Helena. The crowds cheered, causing outrage in some quarters.

We wander down to the refurbished lido and spot a set of steps and terraces. The sea is full of people swimming out to a couple of floating platforms. I have swum every day of this walk and I do so again. Plymouth and this forgotten slice of Cornwall, I have to admit, has fully redeemed itself.

The trip was provided by Inntravel, which has a six-night walking tour of Cornwall’s south-east coast with breakfasts, luggage transfers and route maps from £1,035

The Ivorians, who return to the World Cup finals for the first time since 2014, went through the entire 10-game group campaign without conceding a goal, one of two nations on the continent to do so alongside Tunisia.

Ivory Coast and Senegal join Morocco, Tunisia, Egypt, Algeria, Ghana, Cape Verde and South Africa in booking their ticket to next year’s World Cup finals.

One more side – the winners of next month’s continental play-offs – could join that group if they emerge from an inter-confederation tournament in March next year.

Cameroon, DR Congo, Gabon and Nigeria finished as the four best-ranked second-placed sides across the nine groups and one of those sides will have the chance to become Africa’s 10th representative at the expanded 48-team World Cup in Canada, Mexico and the United States.

The Confederation of African Football is yet to announce a date for the play-off draw.

The US has struck another vessel off the coast of Venezuela, killing six people, President Donald Trump has said.

In a post on Truth Social, Trump said the vessel belonged to “narcoterrorists” and that it was “trafficking narcotics.”

This is the fifth strike of its kind by the Trump administration on a boat accused of trafficking drugs on international waters since September. In total, 27 people have been reported killed, but the US has not provided evidence or details about identities of the vessels or those on board them.

Some lawyers have accused the US of breaching international law, and neighbouring nations like Colombia and Venezuela have condemned the strikes.

In his Truth Social post, Trump said “intelligence confirmed the vessel was trafficking narcotics, was associated with illicit narcoterrorist networks, and was transiting along a known” route for smuggling.

He also posted an aerial surveillance video showing a small boat on water that is struck by a missile and explodes.

Trump did not specify the nationality of those on board, or what drug smuggling organisation they are suspected of belonging to. He added that no US military personnel were injured.

The strike comes after a recent leaked memo sent to Congress, and reported on by US media, that said the administration determined the US was in a “non-international armed conflict” with drug cartels.

The US has positioned its strikes on alleged drug-trafficking vessels as self-defence, despite many lawyers questioning their legality.

Oct. 13 (UPI) — Members of the U.S. Coast Guard will continue to get paid despite the government shutdown, according to Homeland Security Secretary Kristi Noem, who said they had found “an innovative solution” to ensure no paychecks are owed to those protecting America’s seas.

Noem did not explain the solution to pay the Coast Guard amid the political stalemate that has seen hundreds of thousands of federal workers furloughed.

“The brave men and women of the U.S. Coast Guard will not miss a paycheck this week as they continue to carry out their critical homeland security and military missions,” Noem said in a Monday statement.

The federal government shut down on Oct. 1 as Congress failed to pass an appropriations bill to keep it funded into the new year.

Democrats said they will only support a bill that extends and restores Affordable Care Act premium tax credits, arguing that failing to do so would raise healthcare costs for some 20 million Americans.

Republicans, who control the House, Senate and the presidency, are seeking a so-called clean funding bill that includes no changes. They argue that the Democrats are fighting to provide undocumented migrants with taxpayer-funded healthcare, even though federal law does not permit them from receiving Medicaid or ACA premium tax credits.

Coast Guard paychecks are paid by the Department of Homeland Security, while military troops are paid by the Department of Defense.

On Saturday, President Donald Trump said he was directing Defense Secretary Pete Hegseth to “use all available funds to get our Troops PAID” on time.

“We have identified funds to do this, and Secretary Hegseth will use them to PAY OUR TROOPS,” he said in a statement on his Truth Social platform, while blaming the Democrats for the government shutdown.

“The Radical Left Democrats should OPEN THE GOVERNMENT, and then we can work together to address Healthcare, and many other things that they want to destroy,” he said.

The Department of Defense will reportedly use about $8 billion of research and development funding from last year to pay service members on Wednesday if the government does not reopen by then.

The legality of shifting the Congress-approved funds was unclear.

Asked about the appropriation of the funds on Sunday during CBS News’ Face the Nation, Rep. Jim Himes, D-Conn., replied, “probably not.”

“I think to pay the military during a shutdown would require legislation,” he said.

A remote island in Scotland is up for sale, and it’s costing less than a standard flat in Edinburgh as potential buyers can buy the remote land for the perfect escape

If you’ve ever dreamt of owning your own private island you may be in luck – as there is one for sale just off the coast of the UK.

The remote island located in the Outer Hebrides and is cheaper than a flat in Edinburgh. Gasker Island is approximately 71 acres and is up for sale for offers over £120,000.

The land has a stunning rocky coastline, grassland and numerous fresh water lakes and even a seal colony. It also offers panoramic views across Harris, Scarp, and Taransay and provides a stunning and unique vantage point within the Hebridean seascape.

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It’s perfect for those looking for a little peace and quiet, situated to the west of South Harris and northwest of the Isle of Taransay. However there is only one property on the island, a small unmanned lighthouse.

The lighthouse is owned and maintained by the Northern Lighthouse Board, the general lighthouse authority for Scotland and the Isle of Man. It’s also a haven for birdlife and diverse wildlife, it offers a rare environment of outstanding ecological value.

It’s five miles from the nearest inhabited island and 75 miles from any train station, but is still pretty hard to get to – as tide conditions can make it tricky to access. Landing can be achieved by small craft in one of two sheltered bays, subject to tide conditions, at Geo lar to the north or Geodha Ear to the south.

On the market with Galbraith, who are managing the sale, they say there are no services or dwellings present on the island, but there may be scope for a modest cabin or hut subject to the necessary planning permission.

The company advertised the island saying there is potential for it to become ‘a truly unique retreat’. The management company say Harris is the southern and more mountainous part of Lewis and Harris, the largest island in the Outer Hebrides.

It’s known for sandy beaches like Luskentyre and Scarista on the west coast, and for rugged mountains in the north. Harris is also the original home of the world famous Harris Tweed – luxury handwoven cloth.

Claire Acheson, handling the sale on behalf of Galbraith, said: “This is an exceptional opportunity to secure a private island in one of the most dramatic and unspoilt settings in the British Isles.

“Gasker offers not only breathtaking scenery and wildlife, but also the potential for a truly unique retreat.”

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Three days into my walk along the Rhins of Galloway coast path and I was on love-hate terms with this new long-distance trail. Unruly and at times cruel, it forced me to hurdle fences, wade through bracken up to my midriff and teased me with disappearing paths and wayward waymarks.

But then, after I’d yelled profanities into the wind (there were no other hikers around to hear me), this raffishly handsome route would come over all sweetness and light. Look, it would simper: a dazzling and deserted white-sand bay! A ravishing spray of orchids! A crinkle of rocky foreshore be-flumped with seals! Once, moments after I’d cursed my way through a patch of Scottish jungle, a hare leapt from the sward just as a ruddy fox barred my way, a deer herd pronked down the cliffside and a buzzard mewed overhead; I felt like a sweaty Snow White summoning all the creatures at once, only by swearing rather than singing.

“We toyed with whether to call it a ‘path’ or a ‘trail’,” said Bryan Scott, Dumfries and Galloway council’s countryside development officer and route creator. After my solo jaunt on the path/trail’s north and western stages, we were hiking a gentler south-east section together.

Is there an official difference, I asked? “Well, no, but people think ‘path’ means there’s going to be some kind of a yellow brick road.”

I can confirm there is no such thing around the Rhins of Galloway, the striking hammerhead peninsula at the edge of the edge of south-west Scotland. But there is an admirable almost-realised vision and a lot of potential.

Southern Scotland sees a fraction of the tourists that head to the country’s lionised north: in 2024, there were 1.8m overnight visits to the Highlands and just 520,000 to Dumfries and Galloway – and I’d wager most of those don’t make it out to the Rhins. “No doubt about it,” one taxi driver told me, “this is the land that time forgot.” It was clear the area could do with a boost; creating an 83-mile, six-stage coast path around the Rhins is part of the plan.

“One of the aims was to give people a reason to stay longer,” Scott told me as we advanced along the high clifftops to the Mull of Galloway, Scotland’s southernmost point, where a Stevenson lighthouse stands sentry over the waves. The path is designed to improve access to this untamed, overlooked stretch of coast, which, as well as more lighthouses, features ancient promontory forts, RSPB reserves, ruined castles, spectacular beaches and exotic gardens (the Gulf Stream makes this one of Scotland’s warmest spots). The problem is, Dumfries and Galloway has more than 1,100 miles of core paths that need looking after, with a team of only five to do it.

I’ve been following the progress of the Rhins coast path for a while, drawn to the idea of circumnavigating what is essentially an island that no one seems to visit. This year – its “soft launch”, I was told – seemed the right time.

I started on Stranraer harbour, under the smart arch of corten steel marking the circular path’s beginning and end, using a GPX file of the route on my OS Maps app. From there I walked north, along the exposed shores of Loch Ryan, picking between oystercatchers and whimbrels, the alien blobs of barrel jellyfish, shaggy piles of bladderwrack and a crunchy scatter of shells. Somewhere under the loch’s blue lay Scotland’s last native oyster beds; during the second world war they were joined by surrendered U-boats, stowed here before being scuttled at sea. This area was strategically vital at that time, with parts of the D-day Mulberry harbour tested here, while flying boats, used to protect Allied shipping, were based on the headland known as the Wig.

The going from Stranraer around the north of the Rhins was generally good. Highlights of the 13½ miles included military history, intriguing strandline, flower-flecked tussock and the remains of iron age settlements with views to Ailsa Craig and the isle of Arran beyond. Still, I was excited to finally see day’s end in the distance: lonely Corsewall lighthouse. Erected in 1815, the tower still protects ships in these frothy waters, but the old keepers’ quarters are now a hotel.

John and Helen Harris welcomed me in. As well as running the place – “quite the challenge, in a good way, 99% of the time …” – they’re also among the volunteers helping to look after the coast path, cutting back overgrowth and reporting problems. They’re starting to get a few more walkers staying, they told me, and have compiled a folder of local rambles for guests not tramping the whole trail.

I could see the attraction of basing myself here for nice day walks: I’ve stayed in few more atmospheric spots, and the five-course dinner concocted by Helen’s son Richard in the teeny kitchen was ridiculously good. Before leaving the next morning, we had a quick chat about what lay ahead. Helen reckoned I’d already done the coast path’s toughest stage; John’s expression told me I had not.

John was right. The following two days – Corsewall to the pretty harbour village of Portpatrick, then Portpatrick to Port Logan’s wide, sandy sweep, around 15 miles each – were mettle-testing stuff. But also a proper adventure. I walked amid the sheep-grazed ruins of a wartime radar station to reach moaning seals. I accidentally annoyed a peregrine falcon, which spent a good 10 minutes shrieking above my head. I bounded across hills, high above the serrated rocky shore; at one point, I mistakenly dropped down to the sea, then followed in the hoof-prints of a flock of feral goats to get back up again.

I also picnicked on beaches I couldn’t believe I had all to myself – shingly Salt Pans Bay, where salt was harvested from the 1640s, and awesome Ardwell Bay, a curve of turquoise-lapped gold. In the late 19th century a former clown called William Purves lived in one of the caves here. I could see why.

On the first of these two tough days, for the final miles from Killantringan lighthouse to Portpatrick, the coast path falls in step with a section of the Southern Upland Way, which ultimately makes for Cockburnspath, on the east coast. This is one of Scotland’s official Great Trails, and the difference was stark: regular waymarks; an obvious track; I even met a volunteer hacking back the overgrowth. But, then, this trail was launched 40 years ago – evidence of what can be achieved.

Some of this will probably have been achieved by the time you read this. At the end of my trip, at the Mull of Galloway’s Gallie Craig cafe, Irish Sea swirling outside, Scott took on all my feedback. He’s since rewalked the trail, and a slew of new work is afoot to negotiate fences, increase signage, build a bridge and trim unruly plants. Improvement works should be completed by spring 2026. Yes, the Rhins of Galloway coast path is a little raw, but stick with it: I have high hopes it’ll mature very well.

The trip was supported by the South of Scotland Destination Alliance. Corsewall Lighthouse Hotel has doubles from £175 B&B; five-course dinner £49.50pp excluding drinks. For trail info, see dgtrails.org